Automatic railway safety device.



l E. UNVERRICHT. AUTOMATIC RAILWAYSAEETY DEI/10E.

APPLICATION FILED oc'rnso, 1909.

Patented-ian, 14, 191:3.

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AUTOMATIC RAILWAY SAFETY DEVICE. APPLGATION FILED 0CT.30, 1909.

1,050,316, Patented Jan. 14,1913.

R k AM A Mfrs E. UNVERRICHT. AUTOMATIC RAILWAY SAFETY DEVICE.

APPLICATION FILED 0GT.30, 1909.

Patented Jan. 14, 1913.-

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'.DUARD UNVERRICHT, 0F HAMBURG, GERMANY.

AUTOMATIC RAILWAY SAFETY DEVICE.

Speccaton o1' Letters Patent.

Patented Jan. 14, 1 913.

Application led October 30, 1909. Serial No. 525,413.

To all whom, t may concern.'

Be it known that I, EDUARD UNvERmCHT, a citizen of Germany, residing atHamburg Germany, have invented certain new and useful Improvements inAutomatic I iailway Safety Devices, of which the following 1s aspecification.

This invention relates to a novel safety device for railways thateffectively prevents head-on as well as rear-end collisions. Eor thispurpose, the track comprises a pluraht-y of safety-zones, each of whichis protected by a vtrip or trainstop adapted to be engaged by afrangible cap closing the alr brakeconduit ofthe passingtrailnsaid tripsalso constituting Visible means for indlcat ing t0 the engineer whetherthe track 1s clear or not.. Each trip is so constituted that it normallyoccupies by its own weight the danger position. while it is raised intothe clear track position by a motive power such as electricity. ln case0f a cessation of this motive power for any reason What.- soever, thetrip will instantly drop into the danger position and prevent thepassage ot trains until the current is again supplied. 'lhe tripscooperate with duplex circuit. changers, which are automaticallyactuated by passing trains and are so interrelated that trains runningin the same direction or in opposite directions can under nocircumstances approach each other within dangerous limits.

In the accompanying drawings: Figures 1--3 are wiring diagrams ofconsecutive portions of a single track railway provided with my safetydevice, the continuation toward the right of that part of the systemfound upon any one View being shown in the next view. Fig. 4 is adiagrammatic view of one of the circuit changers, and Fig. 5 a detailshowing the frangible air brake cap and cooperating parts.

'The letter T indicates a single track which comprises a suitable numberof safety zones To, T1, T2, T7 seven of such zones being illustrated inFigs. 1 3. At each junction between adjoining zones there is provided atrip or train stop pivoted at wa to a post H, the consecutive postsbeing labeled H1, H2, H7. The tri s are moable from a lower horizontalor danger position into an upper inclined or clear track position, theconstruction being such that the trips will normally occupy by their ownWeight the danger position, while they may be swungcup into the cleartrack position by a suitable motive power such as electricity. Thedrawing shows each trip post provided with a solenoid or clectromagnetu, the core o of which is by a link system w connected to the outer armof trip The posts are placed at such a distance from the tracks thattheir trips permit an unobstructed passage of a oar or train, while saidtrips when dropped are adapted to be struck by frangible caps zprojecting from said car, etc., and closing the conduit of the airbrakes thereof. The trips which are preferably arranged at a distanceabove the road bed as illustrated in Fig. 5 thus likewise constitutevisible means for in dicating the condition of a track, whilefurthermore cap .e will. be broken to auto niatically stop the train ifthe engineer should overrun a trip which occupies the danger position.

rl`he means for operating the trips c0nsist essentially otl circuitchanging devices A", A2. .V one of which is provided for each trip. Thecircuit changing devices cooperate with track instruments j1,j2, j, jt,j, two of such instruments being provided for each circuit changer andarranged at both sides of the trip at a distance therefrom. The trackinstruments are adapted to be temporarily closed by a passing car ortrain, and according to the travel of the train either the instrumentsjl, jg, j'

or the instruments jg, j*, j are closed before said train reaches theCorresponding trip and circuit changer.

The circuit changing devices are preferably duplex so as to be operablefrom opposite sides and thereby prevent head-on as well as rear endcollisions, as will bereinafter be more fully explained. Each circuitchanger comprises essentially a first and a second set of electromagnetsand a first and a second contact device operable respectively by saidfirst and second sets, the contact devices embracing swinging.armaturess, t, which are substantial duplicates of each other. Armature s ispivoted at sa and is adapted to be oscillated by a pair of electromagnets, one of which is provided with a winding Z), while the othercarries two windings a, Armature s supports a number of insulating tubesl, 2, 3 that` are partly filled with mercury, so that upon a rockinglmovement of the tubes, the mercurv may tiow to one or the other endthereof. Into the right. ends of tubes 1, 2, 3 are respectively sealedthe double contacts p, Z, 1,1, While into the left ends of tuberi, L),il are sealed the double contacts o, f. Of these` 'ne of the contacts y;is by wire pl connected to elcctron'iagnet, winding c, one of the con--tact'S q is by wire o" connected to winding o and one of the contacts gis' by wire 'f/l connected to electrolnagnet o, while the rcmainingconta-:ts are connected to other derivi as hereinafter more fullydescribed. In like manner, armature t is 'l'ulcrumod at i and iS adaptedto be rocked by a pair of electromagnets carrying the windings f/ and e,n respectively. Armature t supportsy inercury tubes '4, 5, (l into theright ende of which are respectively sealed tht` double contacts o, l,y7', while into the left ende ot' tubes 5, t5 are sealed the contactsin, 7'. One of the contacts 0 is by wire o1 connected to Winding fla.,one of the contacts r is by wire r1 connected to winding e, and one ofthe contacts m is by wire m1 connected to wind ing d, while one of thecontacts is by wire f1 connected to one of the contact,` Zz, lt will beseen thatI after the armatures ,v and have been tilted beyond their deadcenters by energizing the correspoinling electro magnets, the mercuryflowing from oneI rnd of each tube to the other end thereof assists saidelectromagnets in their operation, to finally cause the armatures toremain in the positions to which they have been set.

The manner in which the several electromagnets hereinabove referred toare energized is apparent from Figs. 143, which illustrate sevenconsecutive safety zones of a single track railway. A train 100 is shownto pass through safety zone T4 in the directionof arrow P1, the trip aof post H4 being raised by said train in manner hereinafter more fullydescribed to per mit a free passage thereof. The several con` tacts andmercury tubes are here replaced by contacts which are adapted to beclosed by Contact Inei'i'ibers, that are illustrated as oblongs carriedby a common rocking rod. As will hereafter be more fully explained whendescribing the various circuits, the three cooperating trips arearranged in ovcrlapping order, so as t0 increase the reach of theirtrack control, the trips w1, fr, 1:5 operating together, do also thetrips zr?, wt, me, etc. Vhen the cooperating zones are clear e., when notrain is passing thereover, all armatures a, t occupy their normalposition z'. c. such a, position, that the inercury will close the lefthand contacts thereof. While the right hand contacts are open. Thusafter train 1 00 has closed track instruinent js, a circuit isestablished, the ourrent flowing from main 7 through wires 5t), 51,instrument j, Wires 52, 53, closed contacts f of circuit changer At,wire f1, closed contacts la, wires k1., 9 and 1t) to the still l closedContact g of circuit changer A (Fig. l illustrating the position of thearmature ,se of said circuit changer after track instrument j has beenclose l). Vroni this eontart f/ the curi'eilt flows througl'i wire g1,electromagnet ZF and conductor l1 to main Si, thereby energizinrg saidelectroinagnet'and causing the armature ai of circuit changer At to betilted into the position shown in li`ig, l. Through this movement ofarmature a", contacts 5,'. /c are opened, While contact I, )a f] ofcircuit changer A2 are closed. ly the above closing of track instrumentjs, a second circuit will be established, the current flowing as abovedescribed from main T to wire L of circuit changer A* and thence throughwires t), to the ,ill closed contact in of circuit changer A" (Fig. 2illustrating the position of the armature t of said cir- ,i cuitchanger, after track instrument j" has i been closed). From said contact'mr the current flows through wire m1, electromagnet d of circuitcln'inger and wire 14 to main S. ln this way, electroinagnct Il of thiscircuit changer is energized to throw its armature t into the positionillustrated in Fig. i2, thereby opening the corresponding contacts noand closing contacts i1, 0, 7. lly the simultaneous closing of contactell of circuity changer A2 and of contacts :y of circuit changer A, acircuit is established, the current tloting from main 7 through 'wire.ifi of circuit changer A2, contacts wire it?, solenoid u" of trip wt,wires 17, 17l closed contacts It of circuit changer A, and conductor 14to main 8. liy this eur rent` solenoid if! of trip ai ia energized so asto raise said trip and permit a free passage of train 100.

From the ahoi'e it will be seen that train 100 is only able to raiselthe trip :r into the clear track" poaition when contacts l of circuitchanger A! and contactsy /1 of circuit changer are simultaneouslyclosed, or in other words, when the cont acts and L of the slt-condforward and the eecond rear track sections.reapwtively hare beenpreviously closed. Thus for instance it= a train 101 should enter tracksection 'l"5, while the train 10|) is still within track section "1, theoperation preriously described in connection with train 10o for raisingthe corresponding trip zr" into the clear track position could not takeplace. ()r in other i words, as train 100 was supposed to be the l onlytrain temporarily traveling over track sections 'l"-` to T0, said trainwas free to raise trip .r as ysoon as it entered tract; seetion Tt.Train 101 in entering track section TG however is not able to raise trip4u after closing track instrument j. 'l'his is duc to the fact that inorder to establish the circuit for energizing solenoid u of i, trip if,elcctroinagnet if* yshould be energized l in order ti, close contarts lof circuit changer A, said contacts constituting part of the circuit ofsolenoid u. The circuit. necessary for closing electromagnet bt is adupllcate of that described in connection with train 100 t'or energizingeleetromagnet b2 of circuit changer A2 which latter circuit dependedupon the closing of contacts f of circuit changer A4, as above clearlydescribed. For energizing electromagnets b, the contacts f of circuitchanger Ae had therefore to be closed, but as these contacts havepreviously been opened by train 100 upon closing track instrument jg,electromagnet b cannot be energized, so that armature S* cannot betilted and contacts l of circuit changer A4 remain open. Thus thenecessary energizing current cannot be supplied to solenoid n" throughwire when track instrument j is closed, and trip af remains in thedanger position, thereby protectA ing train l0() against a rear endcollision with train 101. Train 100 while passing track section '1" isalso protected against a head-on collision with a train 102 which maynow be supposed to enter track section T1 from'the, left. Train 102however is not able to raise trip'w after it has closed track instrumentj, so that it. cannot proceed. As has already heen brought out, anenergizing' current can only be sent through solenoid 'U2 when thecontacts l and /L of the respective circuit changers which are locatedsecond next on both sides of the solenoid are closed. ln order todosethe contact /L of circuit changer A1 which constitutes part of thecircuit. ot' solenoid u2, electromagnet rl* ot' circuit changer A* mustbe energized, so as to tilt armature l* into the position opposite. tothat shown in Fig. rl`he circuit necessary for closing elcctromagnet d*is a duplicate ot' that described in connection with train 100 t'orenergizing electromagnet rf" of circuit changer A which latter circuit.depended upon the closure of the contacts /c of circuit changer A4. Thusfor energizing elcctroinagnet f/t it is necessary in analogous manner,that the contacts /c ot' circuit changer lA2 be closed. As however thesecontacts have previously been opened by train 1U() upon closing trackinstrument j, the necessary energizing current cannot be supplied toelectromagnet d* through wire 19, thereby preventing thetilting otarmature tt. In this way, contacts la, of circuit changer A remain open.and the necessary energizing current cannot be supplied to solenoid u2through wire 20, so that trip .122 remains in the danger position,thereby protecting train 10() against a head-on collision wlth train10Q.

1t may here be stated that if train 100 has cleartrack while passingfrom track section T4 to section T3 the saine operation which has abovebeen described with relation t0 trips m2, and m will be repeated fortrips w1, w3,

:95, etc.,` the circuits established being duplicates of thosedescribed. In addition to the connections which bring about an interrelation between the tripactuating circuit changers A2, A, A additionalconnections are provided between these circuit changers and the flankingor intermedlate circuit changers A1, A3, A, A7. It is obvious thatbefore train 100 closed track instrument js it has closed trackinstrumentI jl", so that strip m5 was raised into its unobstructive orclear-track77 position, while trips :r3 and 92'* were maintained in thedanger position. rOr in other words, the armatures s3, t7 of circuitchangers A, A7 occupy the saine positions as the respective armaturess2, t of circuit changers A, Au illustrated in Figs. 1 and 2. Beforetrain 100 is thus able to raise trip w3 after entering track section Tand necessary that the armatures s and .t7 be returned to their normalpositions, so as to permit an establishing of the proper s0lcnoidcircuits. This operation is effected upon the closing of trackinstrument j by train 10() in the following manner: As contacts otScircuit changer A2 have been lclosed b v the previously describedenergizing ot' electroma, `fnet l, a circuit is established, thc currentflowing from main 7 through conductor 15 ot' circuit changer A, closedcontacts wires lo, 23, contacts l] of circuit changer A (which are stillclosed, as above described) elect roniagnet o and conductor l1 to main8. Illectronlagllet a is thus energized to attract armature s, therebyopening its contacts l, l), q and closing its contacts y, L'. Owingr tothe closing of contacts the circuit for energizing the electromagnet b1ot' circuit changer A is established so that at'ter the closing otftrackinstrument j by the advancing train 100 a current will llow from main Tthrough wires at, 55, closed track instrument. j, wires 56, 5T, closedcontacts ot' circuit` changer A, wire f1, closed contacts wires lvl, 58,closed contacts tr/ ot circuit changer A, wire g, clectromagnet bl andwire 5t) to main 8.

lllectromagnet /fl will tluls be energized to tilt armature s", andclose contacts of circuitA changer A, such closing heilig a conditionprecedent for permitting the tlow of an en ergizing currenty throughsolenoid wf* of trip 03. As contact nt of circuit closer A5 is alreadyin its closed position, the electromagnet d is energized upon a closingof track instrument j by a current llowingito wire /cl ot' circuitchanger A3 as described and thence through wires (30, 601, closedcontacts m, wire m1, electromagnet fl ot' circuit changer A5 and wire 61to main 8. Armature t will thus be tilted to close contacts lt, therebyclosingythc circuit ot' the solenoid u3 of trip x3, the current. [towingfrom main 7 through wire 62, contacts l -of circuit l closing trackinstrument j, it is therefore g5 Thisar'Y nraturc had previously horntiltuil into tho oppositolyinclined positioinq u'liilo train itil)passed track auction T5, @o aa to protort, this` train against aroar-0nd :olli,--ion.l Tho currtnt t'or returning armaturtA t" to ith`normal position hy the dwing ot' track instruinont jR Howe,` from uiain7 through wirt` tt. niagntt 07 of circuit hungry ritiro r'. mutant4 r(whirh are still oloftd as ahovo oxplainial) wirou 24, 1T. (ilosvtltrontarh` /1 ol rirouit changer A and wirr lfl to main S. ln thik; tra)iuloctroniagnrt #l is Qnrrgixod to return ariuaturo t? to its uorinalposition, thrrrhy intorrupting contacts4 /i. o, fr and rlosinfwfgontacto f, m. ot" rircuit ohangor A7. As hoih contattal f and ol thia;oirruit ohangor aro now olovd, a rirouit is proparotl for onvrgizingftho elt-otroniaggnrt fr" of circuit changrr Af and for ol'iorgizing tht`electro niaguut Il ot thi.x Sorontl rirouit oliangor to thc right otlcircuit changer .V (not .Lhorvnl` thereby permittingY a train lllf at rontvring track sootiou 'l'T to raise trip .127 into the Chair-track"position. At tho Saulo tinto7 the previously olohcd circuit thatcontrols; solenoid u and raiHcS trip into tho cloar track position isinterrupted owing: to tho ahow (losorihod openingA ot' the oontavh: lot' oircuit changoiu 3 and ofthev contanti` ot' wirA t'uit changea' A7so as to causo trip .1:5 to drop into the (langror pmition and to thuspro tot-tV train l0() again t a roar onu colliaion.

lf tho dilortion ol travel ot' train ltltl is rovorsod tho Sauloplotet-tiou against houdon and roar ond Oolliaionr` is altortlwl as,ltoloro. Thus tor intaut-o if train 10() uvre to approaoh trip ll fromtho'lt-ft. instead ot' trout th(` right` tho proviou olosing ot' trat'l(instruuiout il will puriuil a, rainingr of trip r" into the oloar traolipositioinwhilo trips a :unl w" are niaintaiutal in thrir L"dang'or"position. ln thin ra. tho operaVY tion otI rirtuit changers h is 2X-ai'tiy tho santo as alioro dost-,ritual in ronnuvtion with train ltltlwht-ii running toward the lol't and lhrrohy closing trailY in tru luont'.l`l|i. i opriousy from thu Vtat-l that tlutwo trat-h inatriuuontstlanltiug nach trip aril ronnot'tufl hv a oonunon uirtx to tho contat-tsf of tho t'irruit chau/grr poi-tatu'- ing' to saill trip. hun hou'owrtlul train ruth` toward tho right instriul oll toward tho 1 left, thooluotrouiaguots c anti a Colne into action for rondoring operable thetrips which Wer? prrviousljy' maintained in their loworud or dan, joi"`yposfiou. Thus* iti may' bc assunn-d that a train (not szlimvni hasentered truuk section l: from thi" loft and (lepre al trank inatrunnlntj in iihirh caS-u tivo oircuit@y aro tirat tastahlitel'iud. tho"urrol'it, m"v onf.;- ciruuit pausing; from main Y through wilt 5i.rloaotl iirltiuiucnt j@ wir@ 5'?, timed t-.oiataa-` f of" rfi "t,rhangor .,V, wir@ f, vlot-:oil Unitaria /y it. t. wir@ 5F. clonedrontarlei y ot ril-uit rlrngor wirtl 5?", rhatroniagg'nm fi" and iro 'i.to main tt. .lllootromagna f is thm: onorgrizod to attract armature;Ii", thorrh'yy (.losing rontacts 7 olI rir'ouit ohaugrr 1. "li'luyourarnt, ot thu .wom-furl (Sirtuit tloxv troni uiio s of' Circuit.changrr if Yiuougjh iro tit), t'itl, Clostal contanti; m.. u'irr nthvortruniagnr-t rfi and wir(x (El lo ioain t irctroiuagjnot il will thustilt aiiuatur(l 7i to oloso mutants, tof ui`rruit @anvirr Xi. tluzrlhoth the contacts l ot o #uit rhangr-r A! and the contacta h ofV rirta.rh, .aro olof-aal. the previoual'v (lo 'rilwtl f it lor energizing th@lsolonoitl 'u oi,trip fr; will hu uqtahlishod thorolw raining they lattorinto its "Gitaar trank" poritL t so that. thtx train may prouoed,trillal af'. a" lining .Ailnultanoously re-ndoreil inoporahlo h v thotilting oit' armatures. s", if' so as: to protect tho train againat roarcud and head on Colli. i" all as previously t'ully brought out.. wardtho right. the train flows traok insitru mout j" ot' track section til,tho following' oircui` u'ill ho Oatahliszlnal for bringing; theprevioulv inoi'icraliltl trips into oporal'tlo condition. Owing; tothtdosing of trarli in.-:trunn nt j? tln;l santo rirruita4 aro o--tahlihoil an pretiousltY debrrihed when train lo() rloaod track instruuitntj, e. ar maturo ot' circuit Changer A.: and armaturtft ot' (ii-ruit,Changor A occupy tho positiona illustratori in Furs. Yl arnl Q. Acirruit uill thun ho oatahlr-ihcd t'or roiuloring' trip a" oporahlo, thot-uisloitt, flowing" from main T through wirt: t3. olossutl rfontartry Zof tix'tuit Changer A1, uiros tti, GT, Contacts p ot rirruit ohangrr ft*(which are still t-losod owiunr to tho prow/ionsy pasnago of' the trainthrough sortion 'l"" as .instr` tlofacrilwil), w'iro 7N, rlortrouiagiuotu", and wires GS, 59 to inaiu S. in this wav, olootroinagnot U will hooinirgiztd to tilt aruiaturo a thorohy rloiting rontarta i and owningueiittartry l of rirwuit rhangrr ;\t t.. qantoy timo anothor oirruit is.f'tal li-\lnal. tho rurront tlowiug troni niain T through wiiu lit.olor.L troniafgnit n?" of circuit y#hangt-r wiro o, rontat'ta o tuhirhartl `drill rios-,rtl as ahoro rlosrrihuil). wirt` 7th ti". rlowtlroulants 1li. ot' rin-uit rhaugrr A\ aint wirr ll to niain F. Thu`uhwtroinafgnot zw i1- rompi/:wl to tilt alniaturo t tltololit rinsingContatt ,f and opening; rontafft /z ot. Circuit rhangcr U;

By the tilting of armatures s1 and t said armatures are returned totheir normal positions, so that the 'cooperating trips m1,

` are rendered operable owing to the closing through which ittemporarily passes.

of contacts i: and 71, respectively. Simultaneously with theestablishing of the above circuits, trip :r3 which still occupies itsclear track position is released to 'drop by its own weight int-o thedanger position. As above descrilied the energizing current of solenoiduL thatl has raised trip :c3 into the clear track position flowedthrough the then closed contacts l of circuit changer A and through theclosed contacts L of circuit changer A5. 'As bot-h of these contacts arehowever opened for bringing trips .1" and w in operable condition, thecircuit of solenoid a3 is simultaneously interrupted,A so that thelatter is denergized, and trip w3 drops automaticallv by its own weightinto the danger position.

To recapitulate .the general opera-tion of the system without againreferring in detail.

to the circuits established, itv is evident that if a train has a cleartrack, it will automatically raise the trip of the track section At thesame time, the trips of the second next forward and of the second Anextrearward track sections are automatically rendered inoperable. As hasbeen fully brought out, the circuit of each trip solenoid includes twopairs of contacts l and It, one pair of said contacts being located insay t-he second next forward track section, while the other pair ofcontacts is located in the second next rearward track section. Eachsolenoid can therefore only then be energied when both ot said contactpairs pertaining to the solenoid circuit are simultaneously closed. 1t

vis furtherevident that the armatures s and I pertaining to the .severaltrack sections are normally so tilted as to maintain the contacts It andZ in their open position. 1li`rom Fig. 2 it is also evident that in thetrack section whose trip is raised by a passing train. the contacts l1..and l are open. The conditions which will therefor-eprefail when twotrains approach each other from opposite directions on a Single trackrailway are 'as follows: Let. it beiassumed that train 100 passes tracksection T* in the direction of arrou l" while train 10i passes tracksection '1"' in the opposite. direction As both trains are now at adistance that exceeds the. reach of their track control. i. c. as train-100 did not yet enter track section lf3 controlled by train 1011-, andas. the latter did not enter track section 'Yi-corr lrollcd lu' train100. hoth trains are thus free lo proceed. As all the various circuitscontrolled. by a train have i'ucviously been fully diseusscdit isunneccssarj7 tofollowuli enel-i circuit which has been established upon.the closing of track instruments jE and jl by the trains 100, v101respectively. It suffices to reiterate that upon vthe closing of track'instrument j", trip a," is raised to give the clear signal to train 100,while at the salue time the several contacts which must he closed forpermitting the raising of trip r2 are opened thus preventing a. currentfrom being sent through solenoid u". In this way trip :lf2 is renderedinoperable when train 104 enters track section T2. The opened contactsin question are the contacts '1.' of circuit changer A2 which preventtheenergizing 'of electromagnet d* of circuit changer A, so that armaturet* cannot be tilted for closing,r contacts h of saidl track section.Thus solenoid u2 of trip .'v'-l cannot be energized, and the tripremains in -its danger l position, thereby causingr train 4lisions areeffectively prevented. Similar conditions would prevail if tra-in 101should tollo'w train 100 and enter track section T",

while train 100 is still in track section T4,

as has already been fully explained, thereby 4etectively preventingrear-end collisions.

Attention may further be called. to the fact that with my vdevice a tripof a safety zone is' raised into the .clear track position by a passingtrain only after the two protecting trips in the front and rear havebeen rpudered inol'ierable by the-same train. From thc foregoing it isevidentthat by the closing of a track instrumentin al safety' zone, thearmatures of the cooperating pro vtecting zones in the front. and rearare rocked thereby oiwningthe trip-actuating solenoideircuits of saidprotecting zones. .\s these solenoids can consequent-ly not becnergized, their trips are effectively prevented from heing raised byany other.

trains; (')nlrafter the armatures of the protecting zones have beenrocked, the soleufiid-cireuit of that trip is established which pertainsto the zone through which the train temporarily travels, so that this`trip is raised to permit. an unobstructed ad Vance of the train. .ltwill thus vbe seen that my improred safety device "affords reliable and.novel protection against head-on and .rear-crut collisions of cars andrailway trains.

l claim:

1. Safety system for railways con'iprisin r in combination positive andnegative electrical mainsaseries of circuit closing means, a scriesoftrips normally held in danger position, electromagnetic devices adaptedAto be connected across' said mains, each such device having operativeconnection with a` respective trip, a series of circuit changers,

one of such changers being provided for each trip, electro-magnetic'devices adapted to be connected across said mains and -cach operative.upon a respect-ivc'circuit changer,

and electrical connections between each circuit closing means and twoelectromagnetic devices of the circuit changer situated respectively inadvance and in the rear of said circuit closing means, the operation ofanyone of such means by the train causing the appropriate two of suchcircuit changers to actuate that electro-magnetic Ydevice which isoperatively connected to the trip "immediately in front of the trainsubst-air 'tiallyasset forth.

2. Safety system for railways comprising a series of 'circuit closingmeans, a series of cooperating trips, electro-magnetic devices for saidtrips, a series of circuit changers each of such changers correspondingwith a respective `trip, electromagnetic .devices constituting partofsaid circuit changers, electrical connections between each circuitclosing means and two electromagnetic devices of the circuitchaugerssituated re- 3o spectively in advance and in the rear of saidcircuit closing means electrical connections between the magnetic deviceof the circuit changer corresponding with the last. named closing means,and theco'ntacts of said circuit changers in advance and in the rear,and electrical connectionsv betweei'r the electroi'uagnetic device ofeach trip and the circuit changers in advance and in the rear, ltheclosing operation of. any` one. of said .40 circuit closing means by thetram causing the advance and rear circuit changers to simultaneouslyclose the circuit of theelectromagnetic device operative upon the trippertaining to said circuit closing means, and at the same timepreventing thetrips. per- 'taining to said advance and rear vcircuitchangers from being moved to inoperative position substantially as setforth.

3. In -a railway safety system, a track divided into a,A first, second,-third, fourth and fifth section, circuit closin4 means, a trip and acircuit changer provi edfor cach `of said sections, each circuitchange-rbc'- ing composed ofa first'and a second set of electromagnetsand-of a first and -a second contact device operable respectively b saidfirst and second sets,"an additional efectrof magnet provided for eachtrip, u, first electric circuit including the third circuit closingmeans and an electromaguet-effthe first set of the first circuitchanger, a second electric circuit including saidfthird circuit' closingmeans and an electioinagnet of the second l.set of the fifthcircuitchanger, a third electric circuit including the first confifth circuitchanger and an electromagnet 'of the first set of said third circuit'changer,

-vice of the first circuit.- changer and an electact device of the firstcircuit changer' and an electromagnet of the second set of the thirdcircuit changer, a fourth electriccircuit including the second contactdevice of the a. fifth electric circuit including the electrovmagnet ofthe first trip and the second contact device of the third circuitchanger, a sixth electric circuit including the electromagnetof thefifth tri and the-first contact device of the thir circuit changer, aseventh electric circuit including' the first contact device of thefirst circuit changer and an electromagnet of the'first set of thesecond circuit changer, and an eighth electric circuit including thefirstcontaet device'of the first circuit changer, the-elcctromagnet ofthe third trip and the second contact device of the fifthAcircuit-changer, theclosinr ofthe' third circuit closing? means causingtiie closing of the first and second :sol

circuits thereby respectively operating the first and second contactdevices ofthe first and fifth circuit changers,suid operation effectingfirstly the breaking .of the thirdv and i fourth circuits whcrcby'thcYfifth and -sixth circuits can no longer be closed` secondly the closingof the seventh circuit, thereby moving the first contact device of thesecond circuit cha'nger intoits normal position, and thirdly the closingof the eighth" .circuit 'thereby operating the third trip.A

4. In a railway safety system, a track' divided into a. first, second.third` fourth, fifth and sixth section, circuit closing means, a tripand a circuit changer provided for each -of said sect-ions` each circuitchanger being composed'of a 'first and a .second set of elecv tromagnetsand of a first and a second con- 1 05 tact device operable respectivelyby said" -fiist and second sets, an additional electromagnet providedfor cach trip, a first electric 'circuit including the third circuitclos-4 ing means andan clectromaguet oftheV first Set of the firstcircuit. changer, a' .second ciec' t'ric circuit including said 'thirdcircuit closing means and an clcctron'iaguet ofthe secoud set of thefifth circuit changena third electric circuitincluding the first contactde- 115 tromagnet of the'second set of the third. cir- 'cuit changer, afourth electric circuit in- -tric circuit including the second .contactdevice of the fifth circuit changerv and an elee-' 'tromagnet of thesecond set of the sixth cir- 1.30

cuit changer, and an eighth electric circuit includingr the firstcontact device of' the first. circuit. changer. the elcctrontagrnt-t oflthe third trip and the second contact device ofl the fifth circuitchanger` the closingr of the third circuit closingmeans causing' the eloing of the first and second circuits thereby respectively operating thefirst and second contact devices of the,y first and tif'th circuitchangers. said operation effecting firstly the breaking of the third andfourth circuits whereby the fifth and sixth circuits can no longer beclosed. secondly the closing of the seventh circuit` thereby movin;Y thesecond contact device of the sixth circuit changer into its normalposition, and thirdly the closing of the eighth circuit thereby operating the third trip.

5. In a railway safety system. a track divided info a first. second.third. fourth. fifth and sixth section. circuit closing means. a tripand a circuit chantr'er provided for each of said sections. cach circuitchanger being composed of a first and a second set of electromagnets andof a tiret and a second contact device operable respectively by saidfirst and second Sets, an additional electromagnct providedY for eachtrip. a first electric circuit including the third circuit closing meansand an electromagnet of the first set of the first circuit. changer. aSecond electric circuit` including said third circuit cios-iut.r meansand an electromagnet of the second set of the fifth circuit changer. athird electric circuitincludingT the first contact device of the first.circuit changer and an electromagnett of the second set of' the thirdcircuit changer. a

fourth electric circuit includingV the second.

contact device of' the fifth circuit changer and an clcctromagnet of thefirst. set of said third circuit changer. a fifth electric circuitincluding.T the efectrou'ntgnet ot' the first trip and the secondcontact device of the third circuit changer. a sixth electric circuitincludiirgT the electromagnct of the fifth trip and the. first contactdevice of the. third eircuit changer. a seventh electric circuit inAeludin;r the first contact device of' the first circuit changer and anelectromagnet ot the first set of the, second circuit changer. an eighthelectric circuit includingr the :second contact device of the fifthcircuit changer and an electromagnct. of the second set of the sixthcircuit changer. and a ninth electlitgcircuit includitr;v the first.contact device, of the first circuit changer. the electromagnet of thethird trip and the second contact device of' the fifth circuit changer.the clot; ingr of the third circuit closing mcane causing' the closing.rof the first and fecond circuits thereby respectively operating thefirst and Second contact t'levices` of the first and fifth circuitchangers, said operation effecting: firstly the breaking: of the thirdand fourth circuits whereby the fifth and sixth circuits can no longerbe closed. secondly the closing of the seventh circuit. therel'iy movingthe first contact device of the second circuit changer into its normalposition. thirdly the closingr of' the eighth circuit. thereby moving'the second contact device of the sixth circuit changer into its normalposition. and fourthly the closinf.r of the ninth circuit. therebyoperating the third trip.

In a railway safety system. a track divided into sections. a train stopfor each Section. car-controlled means for moving each train stop toinoperative position as the 'ar apin'oaches it. means adjacent to atrain stop in front of and another behind the one approached by the carfor rendering.r inoperative. said first named means except when said twolast named train stops are in operative position. whereby the train stopapproached cannot he rendered inoperative unless said two train stopsare operative.

7. In a rail vay safety system, a track divided into sections. a trainStop for each Section which normally occupies its operative hostion.car-controlled m ane for Inoving each train stop to inoperative positionas the car approaches it` means adjacent t0 a train stop in front ot and:mother behind the one approached hy the car for rendering inoperative.said first named means except when said two last named train stops arein operative position. whcrehy the train stop approached cannot herendered inoperative unless Said two train stops are operative.

8. In a railway safety system. a track divided into sections. a trainstop for each section which normally occupies its operative poeition. anelectric circuit adapted to he closed by a car as the latter approachesa train stop. means controlled by said circuit for moving! said lastnamed train stop to inoperative position. means adjacent to a trainIstop in front of and another behind the one approached by the car forkeepingr open the circuit controlling aaid first named means except whensaid two last initiiert train stops are in operative position. wherebythe train stop approached cannot be rendered inoperative unless said twotrain stops are operative.

t?. In a railway safety wteni. a track divided into sections. a trainstop for cach section. ca1contt'olled means for ntoviugr iiicachcd lijfthe frait'iir liccrtin ipcu they circuit controlling @aid tiret naincdnicanfs' cxccpt ivhcn said l:i.-1t iianicd train Stop in operativi:position, whcrizhy the train atop apin'oi'u ,c cannot lic rcndcifctiinoperative uniovi' thc train atop located Vin front ol the oneapin'oachcd is operative.

11.`ln u railway safety Sym'tein, u track -dividcd into fici-tintin; atrain stop for cach :section` a li 'ist electric circuit adapted to heclosed by a car thc latter'al'iproaches a tain stop, a second clcctricircuiti controlled hy yaid iiust clcctric circuit tor mov-- ini; saidlaat nunicd train :stop to inopcralivc position, neeans udjacrn: totciiiii clon in front of and auottivr licliintl thcv one :ip-- nroachetlhy thc' rai tor prevu-'dingy said clcctrii': circuit troni oiicraliiinjinxccii whci: @ahi tun livel' naait-rl iiaiii unir aie in oir` ciatii'cpofitioii, hri'ch; iliL`4 train non an proiiclicd ciiiiioi licriiiiici'td i? i uulci; Santino trani ton art chi/.fric if'. 12. ln arailway what) :fwicin` a vided into arctfioiis;q a iran: den 'lor icuiifc tion7 a tiret, clcctric circiiii adaticd to icc clostcd hy a car unthiv 'tattili' train ystop, a Sicconil clcctrc circuit ion t'rollcd bysaid tir t electric circuit, for iuov ing Said lust uaincd train stop tonioiricralii'c position, incaiis adjacent to a train stun in front ofthe oiic apiiriiachcil hy the car tor preventing;v ,said tiret. clcrtiiccircuit tioni opciating except ivhcn vwid trout train atop is iuoirici'zitirc infeitioii. ittici-cti; thc train clioil cannot stopappro" init train s'itoin .i #wond clit-tric lrollcd tu said tiret,icciiic i ir in l:i-t i z.. position. unal circuit chai: i train sto!)in t'rcnt ol' and another iuhuct thi` ourl :tiiiii'oxicliid iii th i'oiirren-utingj .fiaitl tirct Alrcrir i i cl cd except ar oiicratco circuita id ciiL 'will t i lic, i'cuiscrcd iuolicircuit i iig aixclfctiiiniagnctii:

Loisosie ilcricc and a Contacty device operated thereby, au additionalelectromagnetic device provided 'or and oiicratively cornici-ted to cachtrain Stop, a tiret circuit adapted to conductii'cljvY connect' thccircuit closingr incarm` ot ao one election irith thcelectrounigijiiiftic dij-ricca ot' thc circuit channcrs locatediciqicctiicly in thc front zuid rear ot ,Maid acctioii, and a accondcircuit adapted to ccfuductiVcly connect thc contact devices of fiaiilfront` and real' circuit changers with the electrouuufuetic device ofthe train stop pertaining to thc first named Section,

ln a railway Safety System, a track divided into sections, car operatedcircuit closing ineai'wu a train Stop and a circuit changer provided foreach section, Said circuit chaugfcr coinnriing an clectromagnetic deviceand a contact dcvicc operated thorehgiz an additional electrinnaigncticdevice provided for and opcratitcly connected to cach train non atirait. circuit adapted to coiuluctii'clj4 connect thc circuit closing;incany .'t' ain' oiii- #cction with the electro-y inagnci'ic dm ,ccs ol'thc circuit changers lo- `litcil rcfiiicctiicly in thc trout and i'carof @-aid Scctionr a kwit-ond circuitr adaptctl to -oiiductircliv connectthe contact dcvicc/S of Kil troni and icar circuit changcrs with the ccti'oiiiagniltic device ofthe train stop pertainingr to thc firg-1tiianicd section, and a t third circuit adapted to conductivclf.7coniicct thc cciitact dciicc ot' the circuit changcr 1 nl' the lirontsection with tht` electromagnetic f device ot a circuit changer locatedinterni(L 5 diato ihrl circuit changer ot' the Section to iicrtain andthc circuit changer of Said front .acct um.

tti. ln a railway safety system, a track liiiild into citicii, caropcrated circuit 'ludici' iufaiw. a i'ain stop and a circuit haunjcr rinidcil tor cach @1ct-tion, iid circuit changer roiniiriaing anclcctroinagnetic ilciicc :iii-fl a contact dcricioperated thcrclig'. :inadditional clcctroinagnctic dcvice I'noviilcd t'i'nI and opci'ativclyconnected to cath train ydon. a tiuit circuit adaptcd to ci ndiictiicli'ciinncct the circuit closing i: am ot' any oiic cction with the clcctro-3 niaiguciir ilmicw ot the circuit changers loratid ria` ciirelv in thcfront and r ar ot nid `.ictoii, and a second circuit adapted tooiuliu'tii'cly coiincct the contact devices ot v`uid t'roiit and rciircircuit changcrs with 1 thc clcctrfanagjnctic dcvico ot thc train stop|icrtaiiiiiicj to the tirst naincd section, the intcrirlriiion hctwccnthc parts [icingr such thai upon thc opcration ot a circuit closinglucana lrY :i car` said first and Second circuits :irc comccutirclyclosed.

IT. ln a railwayY sat'ctykyfw'tcin, a t ack (li- \idcd into ecctionu,-ar operated circuit closproridcd tor each section, said circuit hichxaid last uarncd circuit closiing;r lucana y inn' incinta, a train stopand a circuit changer changer comprising an electromagnetic device anda'contact device operated thereby, an additional electromagnetic device`pro vided for and operatively connected to each train stop, a firstcircuit adapted to conductively connect the circuit closing means of anyone section with the electromagnetic devices of the circuit changersllocated respectivelylsecond in the front and rear of said section, asecond circuit adapted to conductively connect the contact devices ofsaid front and rear circuit changers With the electromagnetic device ofthe train stop per taining to the first named section, a third circuitadapted to conductively connect the contact device of the circuitchanger of said front section Withy the electromagnetic device of thecircuit changer located intermediate the circuit changer of the sectionto which said last named circuit closin means pertain and the circuitchanger of said front section, and a fourth circuit adapted toconductively connect the contact device of the circuit changer of saidrear section With the electromagnetic device of the circuit changerlocated behind said last mentioned rear circuit changer.

In testimony whereof I have signed my name to this speciication in thepresence of two subscribing Witnesses.

EDUARD UNVERRICHT. Witnesses:

ERNEST H. L. MUMMENHOFF, IDA CHRIST HAFERMANN.

